Volvo car Malaysia Tech Talk
CO2-reduction EU / avera ge new vehicles CO2 curve *IPCC 450 ppm
g/km CO2 200 180
160
140
120 100 *Intergovernmental Panel on Climate Change
80 2006
2008 2010
2012 2014 2016 2018 2020
Drive Towards Zero Efficiency
Alt. fuel
Electrification
Best Volvo Fuel consumption l/100km
6,5
5,9 3,8 1,9
2000
2006
2009
2012
0,0 201X
Why electrification? Uncertain future oil availability Higher total efficiency than fossil fuel No pollution/less noise in the local traffic environment
40 years of electrification at Volvo Cars
Volvo cars Global approach Region
Current Market
T8 Twin Engine
Future Market
China via e.g. the NEV Wide range of market forecasts definition (New Energy Vehicle) due to uncertainties
PHEV AWD
(Aiming for 5 Million vehicles on the road 2020)
US via the e.g. ZEV credit legislati on (Zero Em ission Will transform into a “normal” Vehicle) competitive market
The key to adapt to the future EU via the CO 2 legislation is to develop a range of opportunities / options
Studies
Mild HEV
Studies
T5 Twin Engine
PHEV
BEV
A true safe Volvo with No compromises! Safety – Driving expe rience – Comfort – Versatility
Vehic le wit h zero CO2 emi ss io n
Volvo C30 El ectric - city commuter • Certified 163 km range (NEDC) • Practical range 120-140 km • 90% of all commuters drive a shorter distance per day
Main learnings from project • • • • • • • • • • •
Li-Io Chemistry assessments Design Li-IO HV batteries Control and protect – safety Electrical Machines Gearbox technology Integration including NVH Inverters and other HV components Fast charging Control software incl. Functional safety (ISO 26262) Optimize Complete vehicle properties Customer reactions – range anxiety
Volvo Car Corporation – Electrification strategy 130g CO2 / km
2009
2012
95g CO2 / km
2015
2020
2025 Large Cars
Plug In Hybrid Product portfolio prepared for Plug BEV in Hybrid
VCC Product portfolio
Small cars
Different Hybrid architectures
Electrifications Topologies
Parallel Hybri d
Split Hybrid
Series Hybri d
Full Electric
Electrification level Electrification Level Type
Battery Voltage V DC
Prop. Power kW
Electric Range km
BEV
400-600
>80
>150
REV
350-450
>80
70-150
Parallel
Split
Serial
EV
BMW PHEV
350-450
40-80
20-70
HEV
250-450
40-80
1-2
Mild HEV
36-120
10-20
--
Micro HEV
12
3-5
--
2016-09-29
Honda, Volvo, BMW, Audi Mitsubishi, PSA, Daimler, ..
Toyota Ford, GM
Tesla, RenaultNissan
Vcc hybrid architectures 2010
2013
2015
Gen 1 EUCD 2013 Q1
2018
Gen 2 SPA 2015 Q2
2020
Gen 3 CMA 2018
•
BISG+ERAD ( 15+50kW)
•
CISG+ERAD(35+60kW)
•
Electric motor 55 kW integrated in 7DCT
•
5 Cyl. Diesel Engine (158kW)
•
VEA HP(237kW)
•
GEP3 (132kW)
•
HV battery between rear wheels
•
HV battery in tunnel
•
HV battery in tunnel
•
3.5 kW OBC
•
CIDD=Inverter+DC/DC
•
CIDD=Inverter+DC/DC
•
3.5kW OBC
•
3.5kW OBC
New Volvo XC90 t8
7 – seater Phev
Shift by Wire
Drive mode selection START ENGINE
PHEV Powertrain architecture in XC90
Twin Engine Technical principle • Twin Engine PHEVs: • Combine ICE power with electric power • 3 cars in one: Pure/ Hybrid/ Power • Battery positioned for optimal safety and driving experience • No compromise in interior space or flexibility • Four Volvo models offered today: XC90T8, S60L T6(China), V60 D5 and V60 D6
Demand on XC90 Plug-in Hybrid • Top of the Line Powertrain based on Drive-E Powertrains • No compromise; high performance & low CO2 • Future proof • Need to match / beat competitors 6- and 8cylinder powertrains in customer attributes • Realize electric AWD • “Designed around you” … t hree cars in one … you decide
Mastering the technologies of electrification XC90 T8 Competitiveness 9
8 ] m k / g /( p [h
XC90 T8
Competitor Z (Diesel)
7
2 0 C /r e
6
o w P
5
Competitor X (Petrol) Competitor Y (Petrol)
4
3 3
3.5
4
4.5
E-Range/ Installed Battery Capacity [km/kWh]
Note: NEDC cycle data
5
SPA architecture T8 Twin Engine powertrain Electric Rear Axle Drive
Internal Combustion Engine
High Voltage Li-Ion Battery
Power Electronics Electric A/C compressor
Crank-Integrated Starter Generator
Engine and Automatic Transmission
Electric vacuum pump
Shift by wire actuator
Simplified FEAD
Transmission electric oil pump Bearings
CISG integration
• •
• • •
polymer coated bigger diameter
24 m m increased length Integrated cooling ISG & engine Modified housing and block
CRANK-Shaft Integrated STARTER Generator Function • HV Generator • HV Starter • Power boost Specification • 180 Nm • 34 kW • Water cooled
electric drive Components - LOCATION IN SPA ERAD
CIDD
IEM
C-ISG
HV SYSTEM ELECTRIC CONNECTION
Spa hv battery-overview HV
battery ma in fun cti ons : Battery Status
Store, re ceive a nd delive r energy
Monitoring and
HMI Indication
Calculating HV Battery
Electric Motor
HVBattery
OnBoardCharger
Battery Charging
Battery Cooling
Control
Control
SPA HV battery b asic parameters: TotalE nergy
UsableEnergy
10kWh
7.5kWh
NominalV oltage 345V
Battery Weight 114kg
Supplier LG Chem
Spa hv battery-cell tec hnology Battery Ce ll Construction
Different Battery Cathode Material Comparison Power 10 8 6 Cost
Energy
4
LFP LMO NCM
2
NCA
Cylindrical
Pouch
LCO
Prismatic
Safety
Life
HIGH Voltage Battery • 96 Li-ion cells • 270 – 400 V • 65 kW • 9.3 kWh • Lithium Manganese Oxide – Nickel Manganese Cobalt / Graphite • 6 modules • water cooled • manual service disconnect
Spa hv battery- Safety Design HV Battery Safety
Crash
•Packaging •Battery disconnect
Safety
Fire Safety
Electrical Safety
•Material requirement •Cell abuse test •Battery pack fire test
•Isolation detection •High Voltage Interlock •Manual Service Disconnect
Spa hv battery-pack structure Enclosure
Battery Disconnect Unit
Modules Battery Management System
Thermal Management
Enclosure Main structure to provide protection and water/dust tightness for components inside Modules Single unit, consist of 16 cells BDU Consist of fuses and relays, switches of the battery pack BMS Monitor battery voltage, current, temperature; Calculate SOC/SOH etc. Control the battery switch on/off Thermal Management Coolant loop inside the battery pack, to keep battery working in efficient temperature zone (room temperature)
Spa hv battery-MODULE Structure Module Controller
Battery Cell
Plastic Frame
Cooling Plate
Coolant Pipe
Module Controller Monitor each cell voltage, module temperature Battery Cell Li-ion pouch cell, nominal voltage 3.7V Plastic Frame Support structure for battery cell Cooling Plate Heat exchange with battery cell, every two cells share one cooling plate Coola nt pipe Main pipe for the coolant
Electric Drive system overview 2
DC Current
AC Current
U
0
0
-2 0
V 0.0050 .01
0.02
U q Is
N S
N
s
N
d
W
HV Battery
S
Inverter
Motor
ω
V
ELECTRIC REAR AXLE DRIVE Function • Electric drive • Power boost • Regeneration (brake)
Specification • 240 Nm • 60 kW • 10 gear ratio • Max rpm 12500 (120 km/h) • Disconnect clutch • Water cooled
Electric Machines ERAD (Electric Rear Axle Drive) •
Propulsion of the car at the rear wheels and regeneration of energy
•
Peak torque / power : 240 Nm / 60 kW
•
Water cooled
Transmission & differential
•
Max speed: 12500 rpm(120km/h)
Disconnect clutch
•
Supplier: Siemens
CISG (Crank Int egrated Starter Generator ) •
HV Starter motor, Charging HV Battery, power boost
•
Peak torque / power : 180 Nm / 34 kW
•
Water cooled
•
Max speed: 8000 rpm
•
Supplier: ZF
Electric Machine
POWER ELECTRONICS CIDD - Combined Inverter a nd DCD C ( IGM) • Max Current: 285 A rms (for C-ISG motor) • DCDC maximum output current: 260 A DC • Max Voltage: 420V • Water cooled • In Engine bay • Supplier: Delphi
IGM in CIDD
POWER ELECTRONICS IEM - Rear inve rte r • Max Current: 375 A rms (for ERAD motor) • Max Voltage: 420V • Water cooled • Under the rear floor on bracket with OBC • Supplier: Siemens
Charging technology Charger
1-phase AC
Charger location
InCar
Power
3.3kW(SPA)
22kW(C30)
120kW
AC input voltage
220V
380V
380V
AC Input current
16A
63A
192A
Chargingtime Battery
2.5h
3-phase AC In Car
23 minutes
SPAHV battery, 10kWh
DC Charging station
248seconds
Charging is easy…
Wallbox & charging cable Mode 3: Wallbox and its cable/ connector
Mode 2: Charging cable: Length=6.65m Can adjust charging current 3-wire red cable and 5 wire yellow Cable Connector can be changed according to application in different country.
ON BOARD CHARGER The OBC con vert s AC vol tage from Gri d(220V 50 Hz) to DC Voltage (300-420V) for charging the HV Battery . The SPA OBC is mounted on the bottom of luggage bay.
Key OBC Features: OBC Single phase AC Charger Isolated design Water cooling (sharing circuit withDCDC, ERAD and inverter) Maximum power: 3.3 kW (assuming 16A input current) Charging time: 3.5-7 h for full charge depending on current High efficiency: >92% in main operation window.
High and Medium Temperature cooling • Integrated cooling ISG and engine • Medium temperature cooling for ERAD and power electronics (50 - 65 ºC) • Thermostatically controlled bypass to assure minimum coolant flow in cold climate (~ -30ºC)
Battery cooling • Low temperature cooling • Chiller allows cooling with assist from Air Condition system for efficient cooling in driving and parked conditions
FUEL System • Non vented tank • Canister adsorbs fuel vapor in combination with refuel or high tank pressure
• Canister is purged from adsorbed fuel when engine is running
Spa hv control system-propulsion control Driver input Phev mode buttons Gear lever
The propulsion software controls the different subsystems based on driver input and system states/limitations
High voltage Battery
Propulsion control Mode Management
DCDC
Acc/Brake-pedal
Active safety
Torque Management
Energy Management
HMI
Stability limitation
Electric AC
Reconfiguration strategy Transmission
Engine
Clutch Integrated Starter Generator
Electric Rear Axle Motor
SPA Electrical architecture VDDM Vehicle Dynamics Domain Master VDDM Backbone FlexRay
Vehicle Dynamics Domain Master
0x1601
AGM
BCM Brake Control Module 0x1631
ASSM
ECPM
GPCM
ACM
ACCM
EDCP
optional
optional
optional
optional
optionall
optionall
PSCM 0x1612
LIN PSCR4 0x1613
RML 0x1416
RMR 0x1417
optional
SUM 0x1614
SCL 0x1615
SAS 0x1616
DMM 0x1415
PreSideNT_L
PreSideNT_R
0x1413
0x1414
optional
optional
optional
optional
Safety CAN Protected SODL WAM
LIN10
EGSM 0x1633
0x1432
SODR 0x1433
optional
optional
optional
CPM optional
SWM 0x1A91
Safety CAN Exposed
ASWM
DIM
HUD 0x1841
SWSM
WLAN
TVM 0x1211
AUD 0x1212
optional
optional
Connectivity
Ethernet
DMSM optional
RDMR 0x1215
SHMR
SUS
SHRR
IEM 0x1637
optional
optional
OBC 0x1634 optional
DDS LIN 5 CCM
TDMR 0x1639 optional
BECM 0x1635
IGM 0x1636
DEM 0x1638
optional
optional
optional
Propulsion CAN HS IDM IDM RPDM Driver Rear Passenger 0x1AC1 optional optional
RDDM 0x1AB1
IDM Driver
DDM 0x1A12
POT 0x1A15
TRM 0x1A17
optional
optional
optional
BBS 0x1A51
IMS 0x1A52
optional
optional
LIN2
PDM 0x1A13
LIN13 BLMR
WMM
RLSM
optional
optional
IRMM
AHML
AHMR
optional
optional
PSMP 0x1A1A
FFML
FFMR
optional
optional
LIN 9
optional
PSMD 0x1A14
SCMR optional
optional
LIN0 (K-line)
SCML
PSRL
optional
optional
SFM3
SFM2
PSRR
optional
optional
optional
LIN22 MAM 0x1A31
LIN21 PAS optional
LIN3 OHC
OHCR
OHCRL
optionall
optional
OHCRR
OHCTR
IDM
FMDM
optional
optional
optional
LIN CAN
optional
BCSM
HIRL
HIRR
optional
optional
optional
BMS 0x1A61
30, Battery feed
USB MOST 150
TEM 0x1011
optional
Body CAN HS
Hard-Wire
LIN12 BLML
IDM Pass. Rear
RBCM 0x1A19
HUS
CEM Central Electronic Module 0x1A01 LIN 1
AEMM 0x163B
optional
optional
MOST 150 LIN19 RCSM USB
OMD Optical Media Drive
SHRL
ESM 0x163A
optional
optional
0x1A11 HVCH
RDML 0x1214 optional
LIN20
CCSM VCM Ethernet Vehicle Int. WLAN Connectivity Module USB 0x1001 Diagnostics
SHML
LIN14
optional
IHU Infotainment Head Unit 0x1201
HBMF
TCM 0x1632 TACM 0x163C
optional
Stepper Motors & Sensors
CCSM
Backbone FlexRay Driver Imformation Module
AND
LIN/Cooling
LIN18
0x1431
ASDM Active Safety Domain Master 0x1401
Ext. WLAN/3G/4G
Shift by Wire
LIN17
optional
Propulsion CAN HS
XOR
ECM 0x1630
HBMR
OWS
0x1801
optional
Chassis CAN HS
SRS Supplementary Restraint System 0x1C01
LIN 7
GSM 0x1661
LIN 6
FlexRay Ethernet WLAN
Note: LVDS connections not shown
Spa hv control system-overview Main PHEV Propulsion system components and their main functions IEM
BECM
TCM
El. motor Control Actuator torque arbitration Transmission control Clutch Control • Motor torque actuation Gear ratio/shift contr. • Torque monitoring
Battery Control Calculate Battery SOC, SOH, .. Calculate Battery capability Control Contactor status Monitor Battery Status
OBC Charger Control Charger activation Charger current control
IGM (CIDD)
ECM Engine control
Vehicle Control
Actuator for Engine Process Driver Request Produce Engine Torque Command
• • • • •
System mode control Propulsion Energy Management Torque distribution HV Battery SOC control LOS control
El. motor Control Actuator torque arbitrati on • Motor torque actuation • Torque monitoring
Power conversion Supply 12V net
Modified from Conventional SPA SPA PHEV Unique component
Spa hv control system- Charge modes • Charge depletion •
If possible, electric driving (engine off) shall be used.
•
engine shall start when •
SOC Full
Electric traction is not sufficient to implement driver traction request
• Charge sustain •
Over a drive cycle, the ba ttery SOC shall be sustained
•
The engine shall start when •
more efficient to use engine than battery energy
•
Too low SOC
•
Electric traction is not sufficient to implement driver traction request
SocChargeModeThreshold SocTarget
Empty
Charge Depletion ”EV”
Charge Sustain ” ”full hybrid”
time
Spa hv control system-operation during driving • Charge Depletion mode (EV-mode, engine off) •
Electric Propulsion
•
Energy recuperation
• Charge Sustain mode (Hybrid mode) •
Battery charging
•
Electric Power assist
•
•
With front electric drive system (CISG)
•
Electric propulsion system adds electric traction power to engine
•
When extra torque needed
Energy recuperation •
Charging the HV battery using electric rear axle
•
Request to recuperate when •
Coasting (no pedal pressed) (depending on accelerator pedal map setting)
•
When brake pedal is pressed through true brake blending system (electric braking will be prioritized)
Spa hv control system-Engine start/stop conditions • Engine start/stop conditions depends on PHEV mode • Engine start when • • • •
•
Too low battery SOC EV performance is not sufficient When HEV-mode is more optimal Other systems request • Climate • Transmission At faults in the H igh Voltage system
• Engine stop •
Vice versa
The Driving modes How the power flows through the system in the different driving modes PURE .. HYBRID .. POWER .. SAVE .. AWD
Electric Propulsion
Propulsion using the combustion engine
Energy recuperation
PHEV DRIVE MODE: PURE
Pure electrical drive vehicle like BEV, with recuperation
Engine start when battery SOC* lower than ~17%
Engine off
*/ SOC = State of Charge
ERAD propulsi on only
PHEV DRIVE MODE: HYBRID
HYBRID mode is economy mode (Default mode)
split power between the engine and E-motor, to get the best fuel economy
Selective Engine runnin g
ERAD propuls ion, boost or recuperation
PHEV DRIVE MODE: POWER
Support high driving performance
Engine always on for best response
Engine running
ERAD boost
PHEV DRIVE MODE: SAVE (“for later use of battery”)
C-ISG may charge the HV battery to maintain a high SOC level
Reserve the electric power for possible later electric driving
Engine running & ch arge the battery (if b elow t arget SO C)
ERAD Drivin g & Regeneration
PHEV DRIVE MODE: AWD
Provide best possible traction eg. in slippery conditions Always four wheel drive – both engine and ERAD
Engine running
ERAD boost for b est traction
Summary • The new PHEV powertrain is a modular concept built on Volvo’s new Drive-E powertrains • High performance 406 hp and 640 Nm • Low emissions that complies with Euro6 and TZEV standards • Low CO 2 : 49 g/100km and fuel consumption 2,0 l/100 km
Twin Engine powertrain on CMA High Voltage Li-Ion Battery
Power Electronics
SPA and CMA • 55 kW motor Electric Motor
• 9.7 kWh battery • Over 50 km range
Conclusions •
Electrification is a logical solution to reduce CO2 emissions, it matches the Volvo Brand profile, and PHEVs complement our Combustion Engine program perfectly. Currently 4 models offered.
•
In the next years, PHEVs will likely be the strongest offer among the different variants of Electrified cars
•
Volvo cars were early on the PHEV market and have leading offers, now expanding to FWD Twin Engine variants
•
Battery technology will continue to develop rapidly - Energy density, Power, Cyclebility and Cost
•
For Convenience, additional functions such as wireless charging and extended driver support will be important
•
BEV concepts will continue to evolve over the next decade. Assuming growth of charging infrastructure, we believe that affordable, fully worthy and in all ways competitive BEVs are likely to increase their market share from year 2020-2025.
•
Volvo will offer a highly competitive BEV with long driving range and strong power level
Thank Thanks you forfor your attention! your attention !
